Photo: Wikimedia Commons

Spring truck traffic restrictions in Russia in 2019.

You can read this article in 8 minutes

Russia introduces spring traffic restrictions for heavy goods vehicles. The bans apply to regional and municipal roads. Depending on the region, they are valid from mid-March to early June.

The restrictions are intended to protect the surface of roads which are particularly vulnerable to damage during the spring floods and snowmelt. The time of restrictions depends on the climatic conditions of the area, the condition of roads and the intensity of heavy traffic.

For example, in the central and southern regions of the country, the bans start as early as March and will last until the end of April, while in the Siberian and northern regions they will last until the end of May.

Since 2018, there have been no restrictions on roads of federal significance because, according to the official position of the Federation’s government, more than 80% of these roads are in good condition.

Spring truck restrictions in Russia in 2019

Road location Restriction period Comments
Astrakhan Oblast From 25 March to 23 April Permissible axle load, depending on the road, ranges from 5 to 10 tonnes.
Bashkortostan From 1 to 30 April Permissible load depends on the road.
Bryanskaya Oblast From 18 March to 16 April Permissible axle load on roads with a year-round load limit of 10 tons, during the limitation period is 4 tons.
Vladimir Oblast From 1 to 30 April Depending on the road, there are different axle load limits (from 4 to 8 tonnes).
Vologodsk Oblast From 15 April to 14 May Permissible axle load 8 t.
Volgograd Oblast From 1 to 30 April Permissible axle load 5 t.
Voronezh Oblast From 21 March to 19 April Permissible axle load 5 t.
Ivanovo Oblast From 8 April to 7 May Permissible load depends on the road.
Kalmykia From 25 March to 25 April Permissible load in case of one axle – 6 t, two – 5 t and three – 4 t.
Kaluga Oblast From 15 April to 14 May Permissible load depends on the road.
Karelia

From 25 April to 29 May

From 22 April to 5 June

Kondopozhsky District, Lakhdenpokhsky District, Medvezhyegorsky District, Olonetsky District, Pitkyaranta, Prionezhsky District, Pryazhinsky District, Pudozh, Sortavala, Suoyarvi

Belomorsky District, Kalevalsky District, Kemsky District, Loukhi, Muyezersky, Segezha, Kostomuksha

Permissible axle load for the entire Karelia – 4 t.

Kemerovo From 25 March to 23 April No special axle load limitations for the restriction period.
Kostroma From 1 to 30 April No traffic for vehicles with a gross weight, laden or unladen, of more than 8 t.
Kostroma Oblast

In the western part – from 8 April to 7 May

In the eastern part – from 15 April to 14 May

Permissible load depends on the road.
Kursk Oblast From 15 March to 13 April

Permissible axle load 6 t.

Restrictions do not apply to some roads:

– Kursk-Lgov-Rylsk-Ukrainian border on the section from 14 to 46 km,

– Kursk-Shumakovo on the section from 0 to 6 km,

– Korocha-Gubkin-Gorshechnoye on the section from 98 to 106 km.

Leningrad Oblast From 1 to 30 April Permissible axle load for asphalt roads – 5 t, dirt roads – 3 t.
Mari El Republic From 30 April to 9 May Permissible load in case of one axle – 6 t, two – 5 t and three – 4 t.
Murmansk Oblast From 30 April to 29 May Permissible axle load 6 t.
Nizhny Novgorod Oblast From 1 to 30 April Permissible axle load 6 t.
Novgorod Oblast From 1 to 30 April Permissible axle load for asphalt roads – 5 t, dirt roads – 4.5 t.
Novosibirsk Oblast From 29 April to 31 May Permissible axle load 5 t. Spring restrictions do not apply to the Novosibirsk-Kochki-Pavlodar corridor.
Orenburg Oblast From 22 March to 22 April Permissible axle load 6 t.
Oryol Oblast From 29 March to 27 April Permissible load in case of one axle – 6 t, two – 5 t and three – 4 t.
Perm Krai

In the central and southern part – from 15 April to 14 May

In the northern part – from 22 April to 21 May

Permissible load on asphalt roads in case of one axle – 7 t, two – 6 t and three – 5 t. On dirt roads: in case of one axle – 5 t, two – 4 t and three – 3 t.
Primorsky Krai From 15 April to 14 May Permissible load in case of one axle – 6 t, two – 5 t and three – 4 t. On roads with a year-round axle load limitation to 6 t, for the spring period the limits are 5 t, 4.5 t and 3.5 t respectively.
Altay Republic From 1 to 30 April Permissible axle load 5 t.
Ryazan Oblast From 1 to 30 April No special axle load limitations for the restriction period.
Saratov Oblast From 10 April to 10 May Permissible axle load 6 t.
Sverdlovsk Oblast From 14 April to 23 May No special axle load limitations for the restriction period.
Tambov Oblast From 1 to 30 April Permissible axle load 6 t.
Tatarstan From 15 April to 14 May Permissible axle load 6 t.
Tomsk Oblast from 1 April to 15 May Permissible load depends on the road.
Tyumen Oblast

On asphalt roads from April 15 to May 14

On dirt roads – from 9 April to 1 May

Permissible load depends on the road.
Udmurtia From 1 to 30 April Permissible axle load 6 t.
Khabarovsk Krai

In the central and southern part – from 1 April to 9 May

In the northern part – from 15 April to 23 May

Permissible axle load for roads:

– category 2-3: 1 axle – 6 t, 2 – 10 t, 3 – 12 t,

– category 4-5: permissible axle load 4 t.

Chelyabinsk Oblast From 15 April until the soil is completely dry, but no later than 15 May. Permissible axle load 6 t.
Chuvashia From 1 to 30 April Permissible load in case of one axle – 6 t, two – 5 t and three – 4 t.
Yamalo-Nenets Autonomous Okrug From 2 to 31 May Permissible axle load depends on the road.

Based on dorinfo.ru/Image: Photo: Wikimedia Commons

Tags:
Drivers receive high fines for ‘lack of GNSS signal’. What can be done to avoid themAcross Italy, hauliers re reporting a surge in fines reaching several thousand euros for alleged ‘malfunctions’ of second-generation smart tachographs. The problem is that – according to explanations from the Italian Ministry of the Interior and EU institutions – in many cases there is no malfunction at all, only a temporary anomaly in the GNSS signal. And that is a fundamental difference. In recent months, Italian drivers and carriers have reported an increasing number of cases involving expensive and severe penalties imposed for the alleged ‘missing GNSS transmission’ in second-generation smart tachographs (G2V2), as reported by the Italian transport press. Control protocols most often record the phrase: ‘lack of GNSS signal’. On this basis, the authorities apply Article 179 of the Italian Road Code – a regulation intended for vehicles with a manipulated or non-functioning tachograph. The sanctions are very severe: from 866 to 3,464 euros, the possible suspension of the driving licence for up to three months, 10 penalty points, and joint liability for the company. However, this is a misinterpretation by the authorities. It should be recalled that the Italian Ministry of the Interior indicated in a circular from February 2024 that errors ‘!1C’ and ‘!0F’ do not indicate a failure but a ‘simple software anomaly or temporary problem with satellite signal authentication’. Such an event does not render the tachograph faulty. The device continues to function, records data, and remains compliant with the law. EU regulations (including EU Regulation 799/2016) also clearly distinguish an anomaly from a failure, and classify the lack of GNSS signal in the former category. What is the problem with GNSS? It is often external interference The issue was highlighted by the Council of the European Union in a document dated 21 May 2025, which points to the growing number of GNSS signal disruptions (jamming and spoofing). Their main sources are Russia and Belarus, and the effects are felt not only by lorries but also by ships and aircraft. In such cases, the responsibility of the driver or carrier for a temporary loss of signal is obviously excluded. What should carriers do to avoid unjust fines? It is not about avoiding inspections, but about asserting your rights and preparing documentation properly. To avoid fines in cases of GNSS signal loss, you should: Immediately secure data from the tachograph and record the error code This is the key evidence. Codes ‘!1C’ and ‘!0F’ indicate an anomaly, not a malfunction, and may determine whether the fine is annulled. Demand that the authorities precisely indicate the legal basis The carrier or driver has the full right to ask inspectors to justify why they classify the anomaly as a ‘failure’. It often turns out that officers incorrectly apply Article 179. Request an assessment from a tachograph service centre An authorised service centre can confirm that the device is functioning correctly and that the issue concerned only the GNSS signal. Such a document is a very strong argument in an appeal. Attach EU documents and ministerial interpretations to the appeal Explanations from the Ministry of the Interior and provisions of EU Regulation 799/2016 clearly state that such anomalies are not failures. In practice, it is often enough simply to refer to these documents for the fine to be overturned. Implement a company procedure for handling GNSS signal loss This could be a short instruction for the driver: •	record the time and place, •	report the issue to the dispatcher, •	take a screenshot of the error code, •	report the incident upon return to the company. Such simple actions allow for an effective defence in the event of an inspection. Additionally, carriers should properly train drivers and explain the difference between an ‘anomaly’ and a ‘failure’. Many drivers unknowingly accept the fine, assuming that enforcement officers know the regulations better. It is important during an inspection to verify the technical and legal grounds for the fine.

Drivers receive high fines for ‘lack of GNSS signal’. What can be done to avoid themAcross Italy, hauliers re reporting a surge in fines reaching several thousand euros for alleged ‘malfunctions’ of second-generation smart tachographs. The problem is that – according to explanations from the Italian Ministry of the Interior and EU institutions – in many cases there is no malfunction at all, only a temporary anomaly in the GNSS signal. And that is a fundamental difference. In recent months, Italian drivers and carriers have reported an increasing number of cases involving expensive and severe penalties imposed for the alleged ‘missing GNSS transmission’ in second-generation smart tachographs (G2V2), as reported by the Italian transport press. Control protocols most often record the phrase: ‘lack of GNSS signal’. On this basis, the authorities apply Article 179 of the Italian Road Code – a regulation intended for vehicles with a manipulated or non-functioning tachograph. The sanctions are very severe: from 866 to 3,464 euros, the possible suspension of the driving licence for up to three months, 10 penalty points, and joint liability for the company. However, this is a misinterpretation by the authorities. It should be recalled that the Italian Ministry of the Interior indicated in a circular from February 2024 that errors ‘!1C’ and ‘!0F’ do not indicate a failure but a ‘simple software anomaly or temporary problem with satellite signal authentication’. Such an event does not render the tachograph faulty. The device continues to function, records data, and remains compliant with the law. EU regulations (including EU Regulation 799/2016) also clearly distinguish an anomaly from a failure, and classify the lack of GNSS signal in the former category. What is the problem with GNSS? It is often external interference The issue was highlighted by the Council of the European Union in a document dated 21 May 2025, which points to the growing number of GNSS signal disruptions (jamming and spoofing). Their main sources are Russia and Belarus, and the effects are felt not only by lorries but also by ships and aircraft. In such cases, the responsibility of the driver or carrier for a temporary loss of signal is obviously excluded. What should carriers do to avoid unjust fines? It is not about avoiding inspections, but about asserting your rights and preparing documentation properly. To avoid fines in cases of GNSS signal loss, you should: Immediately secure data from the tachograph and record the error code This is the key evidence. Codes ‘!1C’ and ‘!0F’ indicate an anomaly, not a malfunction, and may determine whether the fine is annulled. Demand that the authorities precisely indicate the legal basis The carrier or driver has the full right to ask inspectors to justify why they classify the anomaly as a ‘failure’. It often turns out that officers incorrectly apply Article 179. Request an assessment from a tachograph service centre An authorised service centre can confirm that the device is functioning correctly and that the issue concerned only the GNSS signal. Such a document is a very strong argument in an appeal. Attach EU documents and ministerial interpretations to the appeal Explanations from the Ministry of the Interior and provisions of EU Regulation 799/2016 clearly state that such anomalies are not failures. In practice, it is often enough simply to refer to these documents for the fine to be overturned. Implement a company procedure for handling GNSS signal loss This could be a short instruction for the driver: • record the time and place, • report the issue to the dispatcher, • take a screenshot of the error code, • report the incident upon return to the company. Such simple actions allow for an effective defence in the event of an inspection. Additionally, carriers should properly train drivers and explain the difference between an ‘anomaly’ and a ‘failure’. Many drivers unknowingly accept the fine, assuming that enforcement officers know the regulations better. It is important during an inspection to verify the technical and legal grounds for the fine.

Agnieszka Kulikowska - Wielgus

Agnieszka Kulikowska - Wielgus Journalist Trans.info | 17.11.2025